Radiator for flying-machines.



H. C. HARRISON. RADIATOR FOR FLYING MACHINES.

APPLICATION FILED OCT- 3, I917.

Patented Oct. 29, 1918.

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' fully hereinafter disclosed HERBERT CHAMPION HARRISON. OF LOCKPORT,

RADIATOR CORPORATION, YORK.

NEW YORK, ASSIGNOR ,TO HARRISON 0F LOCKPORT, NEW YORK, A CORPORATION OF NEW RADIATOR FOR FLYING-MACHINES.

Specification of Letters Patent.

Patented Oct. as, rare.

Application filed October 8, 1917. Serial No. 195,391.

the art to which it appertains to make and use the same.

This invention relates to radiators for flying machines, and has for its object to pro-v vide a mechanism which will prevent the sudden changes of temperature that are liable to occur in airplane and other radiators in a manner more eflicient and less expensive than those heretofore proposed.

With this and other objects in view the inventionconsists in the novel details of construction and combinations of parts more and particularly pointed out in .theclaims.

Referring to the accompanying drawings forming a part of this specification in which like numerals designate like parts in all the views Figure 1 is a diagrammatic plan view partially-broken away of a flying machine provided with my invention;

Fig. 2 is an enlarged, partly sectional, de

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view of my invention as applied to one side of the flying machine;

Fig. 3 is an enlarged, partly sectional, plan view ofthe levers and power transmitting rods employed in this invention.

1 indicates any flying machine or other high speed motor propelled vehicle employing a radiator; 2, the frame work thereof; 3, any suitable thermostatic device; 4, a rod or connection adapted to be moved back and forth by the thermostat 3; 5, a lever pivoted to the frame work at 6; 7, a lever pivoted to the frame work at 8; 9 and 10, slots with which said levers-5 and 7 are respectively provided; and 11 represents a pin or other connection rigid with the rod 4 playing in sa d slots, and adapted by its movements to force the levers from their full line positions, shown in Fig. 2, to their dotted line positions illustrated in said figure, all as will be I clear from the, drawings.

Connected to the lever 5, as at 14, is the 7 as at 16 is the actuating rod 17. Said rod 15 is connected as at 18 to the shutter or damper 19 pivoted as at 20 to the frame work 2. Said damper 19 has pivoted thereto as at 21 the rod 22 pivoted as at 23 to the end 24 of the lever 25 pivoted as at 26 to the frame workas shown. To the other end 27 of lever 25 is pivoted as at 28 the rod 29', and the latter is also pivoted at 30 to a second shutter or damper 31 pivoted at 32 to the frame of the machine.

Between the dampers 19 and 31 there is located the radiator 33, of any suitable construction and provided with water passages 35 and air passages 34. v

It is well known to operators ofhigh speed and other aeroplanes equipped with radiators not provided with shutters such as 19 and 31, that in suddenly dropping from a high altitude where the temperature is low,

to a low altitude where the temperature is high, or vice versa, engine troubles often develop whether the engine is cut off or not owing to the very sudden changes in the quantity of heat that is extracted from the water passing through the tubes 35. That is to say, if the air tubes 34 are sufficiently large and sufliciently numerous when no dampers are provided to properly cool the water at the normal temperature near the earth, they will be found to have too great a capacity, or to over cool the water at lower temperatures reached when the machine has climbed to a great height. And vice versa, if the-capacity of the tubes 34 is suitable for the low temperatures encountered in the upper air stratas, this said capacity will frequently be found to be wholly inadequate in lower stratas. The result of thus freezing the circulating water, on the one hand, or permitting it to boil, on the other, may result in the loss of a plane if a battle is being fought or in the capture of the same if suc troublesdevelop over the enemies territory.

I avoid these troubles, however, by providing the thermostat 3, and dampers such as 19 and 31 for each radiator 33, which are operated by the rods 15 and 17 respectively. That is to say, I make the capacity of the air tubes 34 suflicient to keep the water in is so adjusted as to partially close the dampers l9 and 31 as the temperature of said water or of the atmosphere lowers. The thermostat is further so adjusted that when the lowest temperature is encountered both dampers 19 and 31 will be entirely closed as illustrated in Fig. 2, and the circulating Water will be cooled by radiation.

Further, in the war planes operating at high speeds the head resistance engendered by the radiator becomes an important factor and in order to reduce the same to the lowest limits I so curve the dampers 19 and 31 as to conform to the well known stream lines formed by the air during flight.

It is obvious that those skilled in the ar may vary the details of construction as well as the arrangement of parts Without departing from the spirit of the invention, and therefore, I do not wish to be limited to the above disclosure except as may be required by the claims.

What I claim is:-

1. In an aeroplane the combination of a radiator of an internal combustion engine; a damper conforming to the stream lines of flight adapted to control the amount of air passing through said radiator; a thermostat; and connections between said therm'ostat and damper adapted to control the movements of the latter, substantially as described.

2. In an aeroplane the combination of a pair of radiators for internal combustion engines;a pair of dampers conforming to the stream lines of flight adapted to control the amounts of air passing through said radiators; and a thermostat connected to said dampers'adapted to control the movements thereof, substantially as described.

3. In an aeroplane the combination of an internal combustion engine radiator; a damperconforming to the stream lines of flight located at each end of said radiator adapted to control the amount of air passing through said radiator; a thermostat; and

connections between said thermostat and dampers adapted to control the movements of the latter, substantially as described.

4. In an aeroplane the combination of a pair of internal combustion engine radiators; a pair of dampers conforming to the a stream lines of flight adapted to control the amounts of air passing through the fronts of said radiators; a pair of dampers controlling the amounts of air escaping from the rear ends of said radiators; and a thermostat connected to said dampers adapted to control the movements thereof, substantially as described.

5. In an aeroplane the combination of an internal combustion engine radiator; a damper conforming to stream lines of flight controlling the front end of said radiator; a damper conforming to stream lines controlling the rear end of said radiator; contion engine radiator provided with air pas-' sages controlled at one end by each damper, substantially as described.

7. In an aeroplane the combination of a thermostat; a pair of levers; connections between said thermostat and said pair of levers; an operating rod adapted to be moved by each lever; a pair of dampers one joined to each rod; an internal combustion engine radiator provided with air passages controlled at one end by each damper;a second pair of dampers one associated with each radiator at its other end, both pairs of dampers conforming to the stream lines of flight; and connections between said first mentioned and said second mentioned pair of dampers, substantially as described.

In testimony whereof I aifix my signature in presence of two witnesses.

HERBERT CHAMPION HARRISON Witnesses:

LOUIS J. SCHNEIDER, HARRIET HUSTON. 

